Clutch and transmission operating mechanism



Sept. 22, 1942. T. L. MAYRATH CLUTCH AND- TRANSMISSION OPERATiNGMECHANISM 4 Sheets-Sheet 2 Filed Sept. 15, 1939 xiail 6 8 A- 2 m z E 1 4M MW In Ml 42 INVENTOR. /Z4

ATTORNEY.

Sept. 22, 1942.

T. L. MAYRATH CLUTCH AND TRANSMISSION OPERATING MECHANISM Filed Sept.15, 1939 4 Sheets-Sheet 4 Patented Sept. 22, 1942 ThomasL. Mayrath,South Bend, Ind., assignor to Bendix Aviation Corpor tion, South Bend,Ind., a corporation of Delaware Application September 15, 1939, SerialNo. 295,003

' 6 Claims. (Cl; lea-3,5)

This inventionrelates in general to the power transmission mechanism ofan automotive vehicle and in particular to means for operating afriction clutch and a change-speed transmission of a vehicle providedwith'a fluid clutch.-

An object of the invention is to provide manually and power operatedmeans, controlled in part by the acceleratorand'by a lever or selectormember preferably mounted on the steering post immediately beneath thesteering wheel, for actuating the friction clutch and the change-. speedtransmission of an automotive vehicle.

Yet another object of the invention is to provide, in a mechanism foroperating the aforementioned transmission, a pressure differentialoperated motor operably connected to-the transmission, said motor beingcontrolled by electromagnetically operated valves, said valves beingautomatically controlled, in part, by vehicle speed-responsivemechanism, whereby the shift-- ing of gear andaccordingly the'setting ofthe transmission is dependent uponthe speed of the vehicle.

The invention further contemplates the provision of a power mechanism,controlled in part by the accelerator and in part by a governor, foroperating the clutch of an automotive vehicle, said governor alsoserving, in part, to control power means for operating the change-speedtransmission of the vehicle. I

Another object of the invention is to provide means for operating theaforementioned transmission, said means being manually operated to placethe transmission either in low or in reverse gear and automaticallyoperated, by power means, to place thetransmission either in second orin high gear. I

A still further object of the invention is to,

control a transmission operating means by means including theaccelerator of the-vehicle and a selector, preferably positioned beneaththe steering wheel.

One of the most important objects of the invention is to provide, in anautomotive vehicle equipped with a fluid clutch, means, including buttwo manually operated controls, for obtaining the greatest efliciencyand effectiveness of operation of said clutch and at the same timeeliminatingan objectionable feature caused by said clutch, namely, thecreeping of the vehicle after it has been brought to a stop. I

Yet another objectof the invention is to provide but three members,namely, theaccelerator, the clutch pedal and a lever preferably mountedbeneath the steeringwheel of the vehicle, for 65 clutch when the speedof the vehicle is below a controlling the operation of the clutch, thethrottle and the transmission of the vehicle, the throttie beingoperated solely by the physical effort of the driver, the clutch byeither the physical effort of the driver orpower and the transmis sionpartly by the physical effort of the driver of the vehicle and partly bypower, to which power may be added the physical effort of the driver.

The'invention further contemplates the provision of power means foroperating the friction clutch of an automotive vehicle, said power meansbeing controlled in part by the accelerator of the vehicle, thechange-speed transmission of the vehicle, and a propeller shaft operatedgovernor, whereby the clutch is automatically disengaged by the powermeans when the accelerator is released and the transmission is in anysetting except high gear, said disengagement being. eflfected when theaccelerater is released, and the transmission is in high gear only whenthe speed of the vehicle isdecreased to or below a predetermined factor.

Yet another object of the invention is to provide, in combination with afluid clutch or socalled fluid-drive now being used on the ChryslerCustom Imperial automobile, means for operating a three-speeds .forwardand reverse transmission positioned between said clutch and thedrivewheels of the vehicle, said transmission operating means beingoperative to automatically place the transmission in second gear whenthe speed of the vehicle drops to or below a predetermined factor and toautomatically-placer the transmission in high gear when the speed of thevehicle exceeds said factor.

Yet another object of the invention is to provide, in an automotivevehicle, a power transvehicle, said transmission including a fluidclutch,

a three-speeds forward and reverse changespeed transmission and a springoperated disk plate clutch, the latter being interposed between thefluid clutch and the change-speed transmis-.

* selector;

certain factor and the accelerator is at the time released.

Other objects of the invention and desirable details of construction andcombinations of parts will become apparent from the following idescription of' a preferred embodiment, which description is ttgen inconjunction with the accompanying' dra rigs, in which: 1

Figure 1 is a diagrammatic view of theclutch and transmission operatingmechanism constituting my invention; the hand operated selector beneaththe steering wheel being moved 90 out of position to make possible adisclosure of said Figu're 2 is a view, largely in section, disclosingin detail the transmission operating motor and its control valvemechanism;

Figures 3 and 4 are views, .taken on the lines 33 and 4 -4 of Figure 2respectively, disclosing details of part.of the valve mechanism forcontrolling the transmission operating motor of my invention;

Figure 5 is a sectional view of the clutch op-. erating motor and itscontrol valve mechanism; Figure .6 is a view, partly in section, of thetransmission controlling selector lever. preferably secured to thesteering po'st beneath the steering wheel; Figure 7 is an shaft operatedgovernor and the switch operated "thereby, said governor serving tocontrol both .the clutchand the transmission operating power means;

Figure 8 is a view disclosing in detail the crossshift lock-out switchof my invention; and

Figure 9 is another diagrammatic view of my invention disclosing, inparticular, the electrical hook-up.

- Referring now to Figure 1, disclosing a preferred embodiment of myinvention, a threeenlarged view of the propeller The disk plate clutchis operably connected to a clutch throw-out shaft ll, to which isconnected 8. foot operated'clutch pedal 29 and a crank 22 actuated by avacuum motor 24. The clutch pedal '20 is preferably connected to theshaft by a lost-motion connection, not shown, whereby the clutch pedalremains stationary when the clutch .is disengaged by the clutchoperating power means, the shaft, however, being rotated to disengagethe clutch when the pedal is depressed.

Describing now in detail the-transmission operating mechanism of myinvention, a piston 28 of a double-ended double-acting vacuum operatedmotor 21, disclosed in Figure 2, is connected to the end of a tube 38,the latter being secured to the steering post 49 of the vehicle bybrackets 42 and 44. As disclosed in Figures land 6, a hollow housingmember 46 is secured to the end of the tube 39 and a selector lever 48is pivotally mounted at 5. to said member. Rotation of the selector 48,in a plane parallel to the steering speeds forward and reversetransmission I0 is operated by' means of cranks l2 and 14, the crank l2serving to operate the shift rail selecting mechanism ofthe'transmission and the crank l4 serving to operate that part of thetransmission functioning to move the selected rail to establish thetransmission in the desired gear ratio. The

transmission is of a conventional type, including a second and high gearshift'rail and a low and reverse gear shift rail. Such a transmission,that is, one provided with two shift rails, acrank for operating therail selecting mechanism and another crank for actuating the shift railoperating mechanism, is now-used on the 1939 Cadillac automobile. .Noclaims is made to this transmission: accordingly, no need is seen fordisclosing it in detail. Furthermore, it will be obvious that otherwell-known step-type changespeed transmission, employing theaforementionedtwo cranks and two shift rails, might be operated by themechanism of my invention.

My invention has to do with the manually and power operated mechanismfor actuating the cranks l2 and I4, which mechanism is to a degreeinterlocked with manually and power operated mechanism for operating aconventional friction clutch having driving and driven plates forcedinto engagement by clutch springs.

wheel 52 of the vehicle, serves to rotate the tube 38 connected. theretowhich, in turn, through the intermediary of the crank 36 and itsuniversal connection with the member 32, places the rod 30 either intension or in compression to rotate the shift rail operating crank l4.This mechanism for manually operating the crank I4 constitutes animportant feature of my invention, for with such a mechanism said crankmay be operated manually in the event of failure of the power means.Furthermore, as will be made, evident hereinafter, this mechanismprovides the sole means for placing the transmission either in low gearor in reverse gear.

The crank II, which operates the shift rail selecting mechanism, isrotated by the manually operated mechanism disclosed in Figures 1, 6 and8. This mechanism includes a rod 53, preferably connected to a lever 54pivotally mounted on a support 56 for the steering post. To one end ofAn important feature of my invention lies in the combination of a fluidclutch or so-called fluid coupling l6, such as that now being used onthe 1939 Chrysler Custom Imperial automobile, the aforementionedfriction or so-called disk plate clutch and the interlocked transmissionand disk plate clutch operating mechanism.

the lever 54 there is pivotally connected a rod 58, which extendsthrough a housing member ill, also secured to the support 56. From themember the rod 53 extends'through the tube 33 and is provided, at itsupper end, with a pin 62. One end of the selector 48 is provided with.an opening, and the selector is, as disclosed in Figure 6, sleeved overthe pin 62. A'spring 66, surrounding the rod 53 and interposed between aseat 68 in the housing member 49 and the end of the selector, serves tomove or bias the rod upwardly and thereby maintain the crank I! inposition to effect a second or high gear operation of the transmission;that is, unless the driver, of the vehicle rotates the selector upwardlyor counterclockwise, in a plane perpendicular to. the plane of thesteering wheel, the compressed spring serves to maintain the selector intion preparatory to placing the transmission either in second or in highgear by the power means described in detail hereinafter. The manualoperation of the transmission to establish the same in either reversegear or low gear the selector is most often placed with the mechanism ofmy invention. One of these positions is described above wherein theselector is biased mission neutral position and shouldall of the powermeans iailthe"selector may be manually moved to establish thetransmission in either second gear or high gear. I

Describing now the valvular mechanism for controlling the operation ofthe transmission operating motor 21, the piston or power element 26 ofthe motor divides the same into two compartments 10 and 12 The gaseouspressure within these compartments determines the differential ofpressures acting upon the piston to move it to rotate the crank- I4clockwise or counterclockwise, and thus establish the transmission ingear. This gaseous pressure is controlled by a valvular unit 19,disclosed in detail in Figures 2, 3 and 4, said unit including a twopartbody member 18, clamped by bolts 80 to a bracket 82 secured to thecasing 84 of the motor 21 by rods 86. To the body member 18 of the valveunit there is secured a housing 88 within which are secured solenoids 90and 92.

To the armatures 94 and96 of said solenoids there are secured valvemembers 98 and I respectively.

Describing now the electrical circuits and switches for controlling theoperation of the solenoid 90, the connection between a grounded batteryI02 and the ground to complete the circuit includes an ignition switchI04, a dash-mounted lock-out or cut-out switch I06, a clutch operated.breaker switch I08, a so-called cross-shift lockout switch IIO, solenoid90 and a power operated switch-H2. These switches are, as disclosed inFigure 9, connected in series. As to the solenoid 92, which is inparallel with the solenoid 90, the circuit includes the aforementionedswitches I04, I08, I08 and 0, the solenoid 92 and a two-pole switch I I4operated by'apropeller shaft operated fly-ball governor II6 of anywell-known design.

Such a governor is disclosed in Figure '1, wherein the flyballs II8 are,through the intermediary of links I20 and I22 and collars I24 and I26,actuated by a shaft I28,to which shaft I there is secured agear I30meshed with a gear,

not shown, driven by. the propeller shaft of the vehicle or meansconnected thereto. The collar I24 is provided with a groove receivingone end of a lever I32 pivotally connected to alink I84, which ispivotally connected to a lever I36 fulcrumecl at I88. The end of the1ever'l36constitutes a contact member I40 alternately movable intocontact with either contact I42 or contact I44, depending of course uponthe speed of the vehicle. when the vehicle is moving at, say, five M. P.H. or less, lever I36 is moved so as to bring contacts I40 and I42 intoengagement; whereas, when the vehicle is moving at, say, fifteen M. P.H. or at a higher speed, said lever is moved so as to bring contacts I40and I44 into engagement. The governor and its connections,

to which no claim is made, may of course be adiustable to eifectthedesired operation of the switch.

Describing now in detail the cross-shift switch same comprises a contactI46 mounted on one end of a lever I48 pivoted at I50 to a bracket I52.The bracket is secured to the housing member 60 and is provided with anopening to receive '5 a pin I54 secured to the lever I48. The end ofsaid pin is rounded to cooperate with a cone I56 fixedly secured to therod 58. When the selector 48 is rotated counterclockwise, in a planeperpeng dicular to the gplanepf the steering wheel, the

rod 58 and its connected .cone I56 are moved downwardly, thus forcingthe cone into contact with the pin I54 to move the latter outwardly.This operation serves to rotate the lever I40 about its fulcrum to thusmove the contact I46 out of engagement with a contact. I58 and break thecircuit to the solenoid 90.

The power operated switch II2, disclosed in detail in Figure 2, includesa two-part housing I60. Between the parts of the housing there issecured a diaphragm I62, and the housing is se-. cured by a tube I64tothe casing 84 of the motor '21. A spring I66 serves to urge a contactI68, secured to a metallic plate I69 fixed to the dia- :phragm I62, intocontact with a contact I10,

which is wired to solenoid 90. A pin I12, secured to the diaphragm I62and part of contact I68, is wired to the chassis'of the vehicle toeffect a ground connection. The housing. I60 and the diaphragm I62together constitute a. pressure differential operated motor I13 foroperating, together with the spring I66, the switch II2: ac-

closed in detail, inasmuch as they are merely breaker switches ofconventional design.

. Describing now the .power means, Figure 5, for.

operating the disk plate clutch, a three-way valve unit I14 serveseither to connect a compartment I16 of the motor 2-4 to the atmosphereto deenergize the motor and thereby permit the clutchsprings to maintainthe clutch engaged or to connect said compartment to a source of vacuum,preferably the intake manifold I18, to partially evacuate thecompartment and thus energize the. motor to effect a disengagement ofthe clutch. As disclosed in Figure 1 and as diagrammatically disclosedin Figure 5, the threeway valve, which will be described in greaterdetail hereinafter, includes a. casing I80 secured to the casing I82 ofthe motor 24, said casing I80 housing a valve member I84 secured to theend of an armature I86-constituting the movable part or power element ofa solenoid, I88. The

solenoid is energized to move the armature upwardly by closing anelectrical circuit including,

in series, the ignition switch I04, a cut-out or breaker switch I90,preferably mounted on the dashboard of the vehicle, a breaker switch I92operated by the accelerator I94 of the vehicle,

the solenoid I88 and a breaker switch I96 oper- ,65- transmission is inhigh gear. -At all other times the switch I96 is closed, that is, whenthe transmission is in reverse gear,'second gear, low gear or neutral.These breaker switches are not disclosed indetail, inasmuch as no claimis made thereto: furthermore, they are. well known to those skilled inthis art. It is to be noted from an inspection of Figure 1 that thethrottle valve .I9I of the carburetor is actuated by means of a .crankI98 having a pin I95 extending laterally from its lower end and that aslotted member cordingly, the switch may be said to be power throttle isopened) and upon releasing the ac celerator .the throttle is closedbefore. said switch is closed. A return spring 299, secured to the crankI99, serves to bias the throttlevalve III to its closed position and areturn spring 299 serves to bias the accelerator to its throttle closedposition. v j

It may be stressed here that the governor. operated switch II4,disclosed in detail in Figure "I,

' inventiom-forwith this mechanism there is provided an interlockbetween the .clutch and transmission operating mechanisms. As to theinterrelation of the'switches H4 and I99, when the contacts I49 and I42are engaged, that is, when the speed of the vehicle is equal to or lessthan five M. P. H., a ground connection is made, ir-

" respective of whether or not the switch I99 is open or closed. Thisinterlock feature will be referred to hereinafter.

Describing now the complete operation of the transmission and clutchoperating mechanism constituting my invention, and incidentallycompleting the detailed description thereof, we will assume thedash-mounted switches I94, I99 and I99 to be closed and theinternal-combustion engine I99 to be-idling, thereby creating a partialvacuum in the intake manifold "9 of the intemal-combustion engine. Theaccelerator I94 is at the time released, thereby closing the breakerswitch I92. Furthermore, the crossshift switch I I9 is closed, inasmuchas the selector 49 is at the time biased by the spring 99 to its secondand high gear cross-shift position. Inciis at'the time closed by powermeans, that is,

dentally, the selector is, in Figure 1, shown 90 out of position for thepurpose of more clearly disclosing the invention." The switch I99 is atthe time closed, inasmuch as the transmission is not inhigh gear. Thepower operated switch I I2 the spring I99, and the contacts I49 and I42of 'the switch 4 are in engagement, inasmuch as the vehicle is at astandstill.- J

Continuing the description of the operation of the mechanism andassuming the parts of the sametobe in the positions set forth above, the

solenoid- I99 of the clutch operating mechanismwill be energized, thusmoving the valve member I94 upwardly to seat said member upon a valve'seat 299. The compartment "9 of the clutch operating motor 24 will thenbe partially evacuated, for there is provided a fluid transmittingconnection between the said compartment and the intake manifold via aconduit :02, a duct 204 in the valve casing I99, ports 299 and 299 insaid casing and conduits 2I9 and 2I2 leading to the intake manifold I19.The piston 2 of the clutch motor 24 is thus subjected to a differentialof I pressures, for a compartment 2I9 of the metals at the timesubjected to atmospheric pressure via openings 229 in the end platestructure of the cylinder I92. The air passing through said openings is,flltered by suitable means such as steel wool 229 or its equivalent. Aplug 229 is inserted in the inner end of the rod 2I9 to prevent thewithdrawal of air from the interior of said rod. The piston 2I4 isaccordingly moved to the left to effect a disengagement of the clutch,and 75 constitutes one of the important features ofemy when the clutchis disengaged a crank 224, Figure 1, is moved sufficiently to close theswitch I99.

The closing of the switch I99 closes the circuit including the solenoid99: accordingly, the latter 5 is energized. The armature 94 is thusmoved to the position disclosed in Figures 2 and 3, opening the valve 99and interconnecting the compartment 19 of the transmission operatingmotor 21 with the intake manifold via a conduit 229, port 229 in thevalve body member, a duct 299, a port 292 and a duct 294 in said member,and a conduit 299 leading to the conduit 2I2, which leads to the intakemanifold. The compartment 19 being connected to the intake manifold isimmediately partially evacuated and the piston 29 is moved to the left,to the position disclosed in Figures 1 and 2, to thereby rotate thecrank I4 and place the transmission in second gear that is, eflect whatmay be termed a down-shift operathe left, Figure 2, for it is thensubjected to a differential of pressures, compartment I2 of the motor 21being at the time vented to the atmosphere via a conduit 299 and ports249 and 242, Figure 3.

After the transmission is established in second gear, the accelerator isthen depressed to speed up the engine and engage the clutch. Describingthe clutch engaging operation of the motor 24, when the accelerator isdepressed, the switch I92 is opened during the first increment ofmovement of the accelerator thereby deenergizing the solenoid I99 andthis operation permits spring 244 to move the armature I99 and itsconnected valve member I9 4 downwardly, the latter member seating upon avalve seat 249. The compartment,

I19 of the motor 24 is then vented to the atmosphere via conduit 292,duct 294, a port 249, ducts 299 and 292, ports 294 and 299 and the aircleaner 49 299. The ports 294 and 299 register to effect this result,for when the clutch springs begin to move the driving clutch platetoward its clutch engaged position in contact with the driven plate ofthe clutch, that is, when the piston begins its movement to the right,Figure 5, there is created by the action of the springs a partial vacuumin the compartment I19 and the aforementioned fluid transmittingconnections interconnecting said compartment with the duct 292. Areciprocable 5o tubular valve member 299, biased to the positiondisclosed in Figure 5 by a spring 292, is moved to the left, Figure 5,toeffect the aforementioned registering of ports 294 and 299. The spring292 is sleeved over a stem v293, secured to and ex-- tending from oneend of said valve member, and

is interposed between a nut 291, threadedly mounted on the stem 293, anda plug 299. This movement of the valve member 299 to the left iseffected, inasmuchas said member is at the time. subjected to adifferential of pressures overcoming the eflectof the spring 292; forthe duct 292 is partially evacuated, thus subjecting the inner face 294of the valve member to the rarefied air,

I and the right-outer face 299 of the valve member 85 is vented to theatmosphere via an opening. 299

v in the plug 299. When the clutch plates contact,

the movement ofthe driving clutch ,plate is appreciably slowed down,immediately resulting in an appreciable increase of the gaseous pressurewithin the compartmeh registry with the port 299. A relatively slowbleed of air into the compartment I19 is then initiated.

tion of the transmission. The piston 29 moves to The spring 292 tubeI84.

There is thus effected two distinct stages of movement of the drivingclutch plate as it moves into complete engagement with the driven clutchplate, the first stage being relatively fast by virtue of the rapidinru'sh of air into the compartment I18 and the second stage beingrelatively slow by virtue of the relatively slow bleed of air into saidcompartment via the registered'ports 288 and 258. The time of operationof the valve member 288 may be regulated by an adjustment of the nut25I,'which determines the load exerted by the spring upon the valve. Thefluid coupling I8 00-- operates with the friction clutch operatingtwostage motor 24 for said fluid coupling cushions the shock when thedriving clutch plate of the friction clutch contacts the driven plate ofsaid clutch; furthermore, the fluid clutch cooperates with the clutchcontrol motor to effect the de-' sired smooth engagement of the frictionclutch,

that is the desired acceleration of the vehicleduring the aforementionedsecond stage clutch engaging operation of said motor; and by virtue ofthe lost motion connection I 81 and the relatively high speed ofoperation of the valve. memher-288 it is apparent that said valve memberis moved to its position to terminate the fast bleed of air into themotor either immediately before or at substantially the same time theopening ofnoid 98. b The compartment III of the motor 21 is thus ventedto the atmosphere and there results a movement of the-piston 28 to theright to effect a clockwise rotation of the crank I4 to place thetransmission in high gear,

The transmission having been established in high gear, the acceleratoris again depressed to effect a clutch engaging operation of the motor 24and an opening of the throttle to speed up the vehicle. Assuming thevehicle to be traveling at or above fifteen M. P. H. to maintain thecontact I48 away from contact I42, subsequent release of the acceleratorwill not efl'ecta clutch disengaging operation of the motor 24, for itwill be remembered that when the transmission is in high gear the secondand high gear shift rail functions to open the switch I98. Both thesolenoid- I88 and the motor 24 are accordingly deenergized and theclutch remains engaged. However, should the speed of the vehicle bereduced to five M. P. H. or less, and the transmission remain in highgear, the circuit necessary to energize the solenoid I88 willbe'completed and the clutch will be automatically disengaged.

' There is thus provided manually and power operated means for operatingboth the friction clutch and the change-speed transmission of theautomobile, such means cooperating with the fluid clutch I8, which isplaced ahead of the friction clutch in the power transmitting connection between the internal-combustion engine and the drivewheels 'ofthe vehicle. With the clutch and transmission operating mechanism of myinvention, the friction clutch is automatically stage clutch engagingoperation of the motor 24, a

a smooth. completion of the engagement of the friction clutch. When thisspeed equals, say, fifteen M. P; H. or the top setting of the governorIIIi, whatever it may be, the contacts I48 and I44 engageeach other,making possible a high gear operation of the transmission.

Should the driver desire to effect an up-shift operation of thetransmission, that is a shift of the transmission into high gear, hemerely has to release the accelerator, for a release of the acceleratorresults in a closing of the switch I82,

and since the transmission is then in second gear the switch I96 isclosed. The circuit to the solenoid I88 is accordingly closed and thethree-way valve "4 again operated to open the valve; The motor 24' isaccordingly again energized, the friction clutch is disengagedand theswitch I88 is again closed.

Describing now an important feature of my in vention, when the switchI88 is closedand the contacts I40 and I44 of theswitch Il4 engaged, thecircuit including the solenoid 82 is completed, resulting in anenergization of said solenoid. The armature 96 of thesolenoid 92 is thusmoved to the right, Figure '3, to seat the valve member I88 upon a seat282 and connect the compartment 12 soon as the evacuation of thecompartment 12 is disengaged and the transmission is automaticallyplaced-in second gear, that is shifted down when the vehicle is stoppedand the'accelerator is released. Upon depressing the accelerator, thefriction clutch is engaged and the vehicle is placed in motion, thetorque being transmitted through the fluid clutch I8, and as previouslydescribed the two-stage engagement of the friction clutch by means ofthe motor 24 cooperates with the fluid coupling in effecting both asmooth start of the vehicle from rest and a smooth coupling of theinternal combustion engine with the transmission when the vehicle is inmotion and. after the transmission'has been operated to shift gears.

If the friction-clutch operating power means of my invention is for anyreason inoperative,

then said clutch should be manually disengaged to facilitate the manualoperation of the transmission in placingthe same in either its low gearor its reverse gear setting, for if this is not done there. would bedifflculty in demeshing and meshing the gears of the transmission due tothe operation of the fluid coupling. However, after the vehicle is underway there is then no need to disengage the friction clutch to effect asmooth initiated, a compartment 284 of the switch operv ating motor H2is also evacuated, 'for the compartments 12 and 284 are interconnectedby the The diaphragm I82 isthen subjected to a diiferentialof pressures,for a compartment 286 'of the motor is vented to the atmosphere via anopening 288 in the housing I88. The diaphragm IE2 is thus movedupwardly, Figure 2,

,to open the switch I I2 and deenergize the solelow gear to second gearor second gear to high gear up-shift operation of the transmission bythe motor 21, for when the accelerator is released to idle the enginethe torque of the latter is reversed, that is, the engine is then nolonger acting as a prime mover or source of power to drive the car.

This smooth up-shift operation of the mission is then made possible byvirtue of the re;- versal of the engine torque and the operation of thefluid coupling and a free-wheeling unit 5| referred to hereinafter.Explaining the operation of the latter mechanisms during this up-shiftoperation of the transmission the fluid coupling by virtue of the fluidtherein acts as a yieldable member and the free-wheeling unit serves totransunit fails to operate, the fluid coupling would of itself yieldsufllciently, when the accelerator is released to idle the engine,' tomake possible the aforementioned smoothup-shift operation of thetransmission.

An important feature of my invention lies in the combination between thefluid clutch, the friction clutch and the manually and power operatedmeans for operating the latter clutch and the transmission; for shouldthe friction clutch be engaged, with the vehicle at a standstill, thetransmission in gear and the engine idling, there results a force fromthe then operating fluid clutch tending to move the vehicle in a forwarddirection. Both in hot and in 'cold weather, particularly the latter,the viscosity of the oil within the fluid clutch is such as to makepossible a driving force from the stator or driven clutch elementsufficient to move or tend to move the vehicle. However, with myinvention, the friction I 'clutch is disengaged and the fluid clutch isthus automatically disconnected from the drivewheels of the vehicle whenthe vehicle is brought to a standstill. operating it in trafllc, is thusprevented, and it is not necessary for the driver of the vehicle toplace the transmission in neutral, to depress the clutch pedal ortoapply the brake.

that is to provide a uni-directional drive, he rotates the crank 5| toits operative position. When the driver wishes to disable thefree-wheeling mechanism, that is positively connect the driving shaft ofthe tgansmission with the propeller shaft of the vehicle, he moves, thecrank Ii back to its inoperative position. This free-wheeling mechanismwhich is usually an over-nmning clutch, cooperates with" the fluidclutch and/or the friction clutch in facilitating the operation of thetransmission, for when the friction clutch is disengaged and the vehicleis in motion the All creeping of the vehicle, when As to the cooperationbetween the transmission operator of my invention and the fluid clutch,it

is, of course, preferably to place the transmise ing the accelerator.The power operation of the transmission and friction clutch may be completely eliminated however by opening the dashmounted cut-out switchesI06 and I 90. operation of the ,vehicle is then limited to the manualoperation of the accelerator, the selector 18, the clutch pedal ,and thebrake pedal, the latter being applied to decelerate the vehicle and alsobeing applied if the vehicle tends to creep transmission is isolated.Substantially the same effect results if the friction clutch is notdisengaged, for the slipping fluid clutch transmits very little powerwhen the engine is idling.

Discussing the cooperation between the power means for operating theclutch-and the power -vention provide a very simple and compactmechanism for transmitting driving power from the intemal-combustionengine to the rear wheels of the vehicle. 0

While one illustrative embodiment has been described, it is-not myintention to limit the scope of'the-invention to that particular embodi-'ment, or otherwise than by the terms of the appended claims.

I claim:

T 1.' In an automotive vehicle provided with a friction clutch and achange-speed'transmission having a low and reverse gear shift rail and ahigh and second gear shift rail, means for oper-. atlng the clutch andtransmission including a manually operated selector mounted adjacent thesteering wheel of the vehicle, manually operated means interconnecting.the selector with the transmission and serving, when operated, to movethe low and reverse gear shift'rail, a pressure Y differential operatedmotor operably connected The to the clutch, a pressure differentialoperated motor formoving the second and high gear shift rail of thetransmission to establish the same in either second gear or high gear,valve mechae nism for controlling the flow of air into and from saidtransmission operating motor,-electro-magnetic. means for operating saidvalve mechanism, and means for controlling the operation of saidelectro-magnetic means including a switch operafter it is brought to astop, and with the transmission and clutch operating power meanscompletely inoperative there'is no need for a manual disengagement ofthe friction clutch preliminary to eflecting the manual operation of thetransmission in shifting from second gear to high gear or from high gearto second gear, for the operation of the fluid coupling together, withthe reversal of the engine torque by the release of the clutch operatingmotor.

2. In an automotive vehicle'provided' with a ated by said firstmentioned motor, a governor operable inaccordance with the speed of thevehicle and a switch operatedby said-e governor serving,in-part,-to"control the operation of the valve operatingelectro-magnetic means, and also servin inpart, to control the operationof the friction clutch and a change speed transmission having a low andreverse gear shift-rail and a high and second gear shift rail, poweroperated ,means for operating the clutch and also the transmission tothe extent of moving the high and second gear shift rail thereof, saidpower means including a pressure diflerentialoperated motor operablyconnected to the clutch, and another pressure differential operatedmotor operably connected to the transmission, valve means to operate avalve operable to eilect a high gear operation ofthetransmissionoperating motor, means for controlling the operation of,said solenoid including a cut-out switch which is closed when the flowand reverse gearshift rail is in its transmission neutral position andthe high and second gearshift rail is about to be moved and-furtherincluding a governor oper-.

ated switch and a switch operatedby the clutch operated switch, avehicle speed responsive governor and a governor operated switch, said Iswitches being operative, at or below a predeof said power means toestablish the transmission operating motor, manually operated l'orcetransmitting means for operating the first mentioned switch and foreil'ecting a shirt rail selecting operation of the transmission andother force transmitting means connected to the transmission for movingthe low and reverse gearshift rail tov establish the transmission eitherin low, gear or reverse gear. I g

3. In an automotive vehicle provided with a friction clutch and a changespeed transmission having a low'and reverse gearshift rail and a highand second gearshift rail, means for operating the clutch andtransmission including a manually operated selector mounted adjacent thesteering wheel of,the vehicle, manually operated means interconnectingthe selector with the transmission and serving when actuated to efiect amovement of the low and reverse shift rail to establish the transmissionin either low gear or reverse gear, a pressure difierential operatedmotor operably connected to the clutch, a pressure differential operatedmotor for moving the second'and high gearshift rail or the transmission,and means for controlling the operation 01 said last mentioned motor,including a breaker; switch operably connected to the power element ofsaid first mentioned motor and closed, when the clutch operating motoris energized to disengage the clutch, to make possible the operation ofthe transmission operating motor, valve mechanism for controlling thehow oi'air into and from said transmission operating motor,electro-magnetic means for operating said valve mechanism, a

termined vehicle speed and when the foot operated member is released, toinitiate an operation in one of the aforementioned" forward speedsettings, and operative,.when the speed or the vehicle exceeds saidpredetermined speed and the foot operated member is released, toinitiate the operation of the power means to establish the transmissionin the other of the aforementioned forward speed settings.

5. In an automotive vehicle provided with a clutch and a three'speedsforward and reverse transmission, power means for operating the clutchand for operating the transmission to place the same in either one orthe other of two of its forward speed settings, said power meanscomprising a pressure differential operated motor for operating theclutch and another pressure differential operated motor for operatingthe transmission, means for controlling the operation of said meanscomprising valve means for controlling the gaseous pressure within saidtransmission operating motor, and means for controlling the operationofsaid valve means comprising a clutch motor operated switch and avehicle speed responsive governor operated switch operable, when thespeed or the vehicle is below a predetermined value, to initiate anoperation of the valve controlling means to eifect one of the twoaforementioned speed settings of the transmission.

6. In an automotive vehicle provided with a friction clutch, a footoperated member, a fluid clutch and a change speed transmission whichmaybe established in reverse gear, in low gear,-

governor operated switch, a vehicle speed re-* sponsive governoroperable when the speed of the vehicle equals or exceeds a predeterminedvalue to so operate said latter switch as to effect an energization ofthe valve ,operating electromagnetic means and thereby initiate a highgear operation 01 the transmission operating motor.

4. In an automotive-vehicle provided with afoot operated member, aclutch, andva transmission which may beestablished in any one of threeforward speed settings or a reverse gear setting, manually operatedmeans for establishing the transmission in either its reverse gearsetting or the lowest ofits forward speed settings, power means foroperating the clutch and for operating the transmission to establish thesame in one or the other of the remaining forward speed settings andmeans for controlling the operation of said power means, including aclutch in second gear or in high gear, manually operated means foroperating the friction clutch, power means for disengaging the frictionclutch when the loot operated member is released, power means foroperating the transmission to establish the same in either second gearor high gear, manually operated means for establishing the transmissionin either reverse gear or low gear, and means for controlling theoperation of both of said power means including a cut-out switchoperable when opened to disable. the friction clutch operating powermeans, a clutch operated switch for, in part, controlling the operationof the transmission operating power means, and ,further including agovemor operated switch,

